Stabilizer for vehicles



Aprn s, 1941.

G. v. WOODLING STABILIZER FOR VEHICLES "Filed June 6, 1958 3 Sheets-Sheet 1 INVENTOR.

G. v. WooDLlNG 2,237,382

STABILIZER FOR VEHICLES April 8, 1941.

IN VENTOR.

April 8, 1941. G. v. WOQDUNG STABILIZER FOR VEHICLES Filed June, 1958 nted Apr. 8, 1941 srAmLlzEa Foa ventosas George V. Woodllng, Cleveland, hlo Application rune e, 193s, sensi No. stalls (ci. s-19t) 23 Claims.

' lvly invention relates generally to means for improving the tracking characteristics and the riding qualities of vehicles and more particularly to rail vehicles.

ln the following description, my invention will be described in connection with a rail vehicle. but it is to be understood that my invention applies to vehicles of all types. For the purpose of clarity and simplicity, the vehicle may be considered as having two main parts; one, the sprung mass and two, the unsprung mass. The sprung mass com prises that part of the vehicle which is snpn ported hy the springs and the unsprung mass comprises the axle and Wheels and other parts that may lbe mounted thereon. ln practically all freight cars, the body or sprung mass is supported on coils or helical springs which constitute the entire means for resiliently supporting the car body and its lading. It is lknown that coil springs absorb little oi the work of compression applied to the springs and as a result at certain car speeds, known as critical speeds, the period of vibration of the coil springs coincides with impulses to the wheels due to passing over rail uioints and other track irregularities. This causes the amplitude of the springs to build up and resalts in excessive dancing of the car body on the coil springs. 'This sometimes drives the coil springs solid and it generally results in damage to the car and its content, and to the rails. This dancing may amplify to the extent of causing derailznent of the truck.

The dancing of the car body upon the coil springs may be characterized as vertical oscillations. in addition to vertical oscillations, there appears another form oi oscillation which may he characterized as a rolling oscillation; that is, the body of the vehicle sidesways with reference to the uns'prung mass. In thepresent design of rail vehicles, the vertical oscillations appear at lower speeds than the rolling oscillations. Thus, under relatively low speed, neither the vertical or the rolling oscillations appeari but as the speed ol the Tail vehlclelis increased, there llrst appear throughout a certain speed bracket vertical oscillations and as the speed of the rail vehicle is still increased to a higher speed bracket, there appear the rolling oscillations. A discussion as to the cause of the rolling oscillations is set forth in my patent, No. 2,004,068, issued June 4, 1935, iol Stabilizer lor vehicles.

.an object of my invention is to provide for improving the tracking characteristics and the rid-- ing qualities oi a rail vehicle.

other object of my invention is to provide l or dampening both the vertical and the rolling oscillations of the sprung mass with respect to the unspriing mass.

Another object of my invention is to provide for dissipating the energy of a vehicle which tends to cause the sprung mass of the vehicle to dance or roll relative to the 'dnsprung` mass.

.Another object of my invention is to minimize the dancing movements of the spr mass oi a vehicle relative to the unsprung mass to give easy riding qualities.

Another object oi rny invention ls to minimize the rolling movement of the sprung mass of a rail vehicle relative to the unsprung mass to give easy riding qualities and improved tracking char-l acteristics.

,Another object ol my invention is to employ absorbing means in addition to thecoil springs of a rai-l vehicle to give easy riding qualities..

Another object of my invention is the provision of a stabilizer and absorbing means which may be readily and easily mounted upon existing Acar trucks without the use of nuts and bolts.

Another object of my invention is the provision of a stabilizer and absorbing means which may be mounted on existing rail vehicles without re constructing the car trucks. p

.Another object oi my invention is to provide for translating the vertical movements ci the sprung mass with reference to the misprnng mass into rotary movements and for frictionally dampening the rotary movements. v

Another object of my invention is to stabilize the sprung mass of a rail vehicle against side sway to givev improved tracking characteristics and easy riding qualities.

in object ci my invention is the provision of causing the dampening action to he in substantial accordance vvith the load carried hy the sup- V porting springs or the vehicle.

.Another object of my invention Vis the riesig oi a stabilizer and absorhlng means which may' be mounted npon existing car trucks Without disassembly oi the car tru/cles.

@ther objects and a fuller understanding oi my invention may be had hy referring to the follow ing description and claims, talien in connectionl with the accompanying drawings, in which lllre parts are designated by lilte reference characters, and in which: Figure l is a transverse sectional vicvv oi a car truck for rail vehicles showing my invention as being applied thereto;

lliglne d ls a irentary'plan view of a car truck showing my invention as being applied thereto;

Figure 3 shows a plan view of a stabilizing spring embodying the features of my invention;

Figure 4 is a side view oi the stabilizing spring shown in Figure 3;

Figure 5 is cross-sectional view, taken along the line 5--5 of Figure 1;

Figure 6 shows a clamp which may be employed to secure my stabilizing spring in a xed position;

Figure 7 is a fragmentary view showing a means if mounting my stabilizing spring .to the spring plank of a car truck for rail vehicles;

Figure 8 shows a modified arrangement of mounting my stabilizing spring on the car truck oi a rail vehicle; l

Figure 9 is e cross sectional view, taken along the line 9 9 of Figure 8;

Figure 10 is a view similar to Figure i showing a modified arrangement of my stabilizing spring to dampen both vertical and rolling oscillations; 'Figure 1l. is a fragment-ary and cross-sectional view, taken along the line `i i-li of Figureio; Figure l2 shows an enlarged cross-sectional View of .the engaging means for engaging the ends of my stabilizing spring;

Figure 13 is a View similar to Figure 1D and illustrates another form oi my stabilizing arrangement to dampen the vertical and rolling os-f cillations; v

Figure le is an enlarged and erom-sectional view of the engaging means shown in Figure 13 for engaging .the ends of my stabilizing spring;

Figure 15 is a fragmentary view simil-ar to the showing in Figure 13 but with the spring plank of the car truck eliminated;

Figure 16 is a car rtruck view similar to Figures l, l0 and 13 and shows a modied stabilizing ar= rangement for dampening .the vertical and rolling oscillations;

Figure 17 is an enlarged sectional View of the mounting of my stabilizing arrangement as shown in Figure 16;

Figure i8 is an enlarged view showing the plan of my stabilizing arrangement of Figure 17;

Figure 19 is a view of my stabilizing arrangement looking into the right-hand side of the View shown in .Figure 17;

Figure 2O is a modiiied rtop spring plate to facllitate 1the mounting of my stabilizing arrangement upon existing car trucks;

Figure 21 is a side View of the top spring plate show-n in Figure and Figure 22 is a modified form of actuating my stabilizing arrangement directly from the bolster.

With particular reference rtoFiguIes 1 and 2 of the drawings, which shows a fragmentary view of a car truck of a rail vehicle, the sprung mass comm prises in general the bolster I0 and the. body which is not shown, but which pivotally rests -upon the king plate l i of .the bolster lli. The un sprung mass comprises in general the wheels, the axle, the rtruck side framesJZ and i3, and the .spring plank 20 which ties the lowermost portions I8 and I8 of the side frames together. The

l, ends 23 and 24 of the bolster are arranged to be supported resiliently -by a group of coll springs 2| and 22 respectively. As the ends 23 and 24 of the bolster move up and down, they are arranged to slide vertically within open windows ll and l5 respectively in the side frames l2 and I3.

Under certain speed conditions, there is a tendency for the sprung mass. that is the bolster and other parts carried thereby, to osclllate relative CII accuses to the unsprung mass, that is the side frames and the other associated parts. The oscillations appear in two diierent forms. In one form, they appear as vertical oscillations. In the second form, they appear as rolling oscillations. In the present design of rail Vehicle trucks, the Vertical oscillations Iappear at lower speed than the rolling oscillations, and thus under relatively low speed, neither the Vvertical nor rolling oscillations appear, but as the speed of the rail vehicle is increased, there first appear throughout a certain speed bracket ver-tical oscillations and as .the speed of the rail vehicle is still increased to a higher speed bracket, there appear the rolling oscillations.

The stabilizing member, as shown in Figures l to fi, for dampening the Vertical and rolling,

oscillations comprises in general a transverse leaf spring 21 interposed between the spring plank 2@ and the bolster id. The stabilizing leaf spring 2l bears downwardly at its middle portion and is supported by :the spring plank Ztl where the clearance is small between Ithe spring plank i@ and the lowermost central portion is of the bolster. The ends of the stabilizing leaf spring 2i bow upwardly and slidably engage the underneath side of the end portions of the bolster where the clearance is large, so as to obtain a substantial curvature to .the stabilizing leaf spring 2l' which gives an eifective dampening action. The central portion of the stabilizing leaf spring 2li may be secured to the spring piani; 2@ by means of a clamp 28 which engages notched portions 32 in the sides of the stabilizing spring and which extends through the spring plank E@ and is secured .thereto by the nuts 29. The ends of the stabilizing leaf spring 2i are arranged to be slidably positioned in spring guides 3B and it which may be respectively welded, or otherwise suitably fastened, to the underneath side of the bolster a-s indicated by welds 2li and 33 respectively. 'I'he sides of the guides 3G and 3l are bent downwardly .to keep the ends of .the stabilizing leaf spring 21 from working out from underneath Ithe bolster. This is shown best in Figure 5. The spring guides t@ and 3i are arranged to be constructed of wear resisting muterial so that they will stand hard and heavy service.

My stabilizing leaf spring 21 is arranged to dampen boththe vertical and rolling oscillations to improve the tracking characteristics and the riding qualities of the vehicle. In the practice of my invention, the stabilizing leaf spring may be relatively wide and comprise a plurality of leaves which slide longitudinally -relative to each other as the bolster moves vertically relative to the side frames. The longitudinal frictional sliding engagement between the several leaves of the stabilizing leaf spring 21 causes a dampening action which minimizes the vertical and the rolling oscillations of the sprung mass. The arc of the stabilizing leaf spring 21 is a maximum since the ends thereof bow upwardly and engage the outward portions of the bolster where the clearance between the bolster and the spring plank 20 is large. In view of the fact that the arc of the stabilizing leaf spring 21 is made as large as Y possible, the longitudinal'frictional sliding engagement between the leaves is greater than it would be if the central portion of the stabilizing leaf spring 21 rested under the lower portion I6 of the bolster and with the ends of the stabilizing leaf spring 21 resting upon the spring plank. Therefore, very effective dampening may be stabilizing leaf spring 21 on the opposite sides of` the'clamp 2a, may be supported by wedge 'members and 3l, as shown inFigure 7. These members it and 34 prevent the stabilizing leaf spring 2l from rocking about the clamping member 2d.

In Figures d and 9, I show a modied arrangement ci mounting my stabilizing leaf spring 2l, in that the central portion is merely guided by a guide channel 39 suitably secured to the spring plank 2d. To prevent the stabilizing leaf spring 2l from Working laterally, guide members 35 and 35, suitably welded to the underneath side oi the bolster itl, are employed. These members not only have downward-engaging sides but also have downward engaging ends 3l and 38 respectively. By'means oi this mounting the stabilizing leaf spring 2l is' held in position without any engaging clamps.

In Figures l0, l1 and 12, I show a modiiied iorm of my stabilizing spring which may be and effective dampening action to the vertical4 oscillations.

In Figures 13 and 14, 1 show another modified` form of my stabilizing arrangement and in this form the stabilizing spring may comprise a single leaf member 52 which is inserted or positioned through the mounting members 45 and 46 suitably welded or otherwise fastened to vthe underneath side of the bolster. In order to provide for dissipating the energy and dampening the vertical oscillations, I provide for frictionally mounting the end of .the single stabilizing leaf spring stabilizing spring 52 is frictionally.mounted.v The mounted upon existing trucks of rail vehicles. In this modified form, the stabilizing leaf spring is indicated by the reference character 44, and may comprise a plurality of leaves which move longitudinally relative to each other, as the bolster moves relative to the side frames. At two spaced locations on the opposite sides of the central portion of the bolster, there are provided two mounting members 45 and 45 which may be suitably welded, or otherwise attached, to the underneath side of the bolster. Each of the mounting members has an opening through which the stabilizing'leaf spring 44 is positioned, see Figure 1l. The ends of the stabilizing leaf spring d4 are arranged to be slidably fastened to the spring plank 20 by means of engaging members 'tl and 50. An enlargement of the engaging member 4l is shown in Figure 12, and comprises an arrangement for slidably receiving the ends of the stabilizing leaf spring. Below the right-hand end of the leaf spring is a wearV plate 48 which is held in position, together with the engaging member 41 by means of nuts and bolts 49. The engaging member 47 and the wear plate 4B may be durable wear resisting material so as to give long life against frictional wear. The

engaging member 50 located on the opposite side of the truck frame is the same construction as that shown in Figure 12. The embodiment of my invention in Figure 10 is particularly adaptable for restraining the sprung mass against rolling oscillations as well as dampening vertical oscillations. Iffor example, there is a tendency for the right-hand end 24 of the bolster to be depressed 4and for the left-hand end 23 of the bolster lil to be elevated, then the mounting member 45 bears downwardly and the mounting member 45 bears upwardly upon the` stabilizing leaf spring 44 to restrain the rolling movement of the sprung mass. The same, butreverse re# straining action is produced when the left-handl end 23 oi the bolster I0 is depressed and the right-hand end 24 of the bolster Ill is elevated.

base 53 may rest underneath the entiregroup ofcoil springs 22. The pressure engaging plate 54 is arranged under the inside set of coil springs andis supported upon the base plate 53 by means of a fulcrum pin 55 arranged to be selectively positioned in the spaced grooves 56. The frictional engaging device 51v mounted on' theleft-hand side of the car truck is the same as that shown on the right-hand side of the truck. As the load of the bolster is inoreased, the pressure of the frictional engagement between the ends of the stabilizing spring 52 and the engaging devices is increased, and as the load upon the bolster vis decreased, the frictional engagement is accordingly less. Therefore, the dampening action against the oscillations is substantially in accordance with the load of the sprung mass. The irictional engagement may be "varied by positioning' the fulcrum pin 55 in the several spaced grooves 56 to accommodate any size of rail vehicle. The arrangement shown in vFigure 13 is effective in restraining the rolling oscillations as well as dissipating the vertical oscillations The arrangement shown in Figure l5 is the same as that shown in Figure 13, except that the spring plank 20 is omitted.

The Figures 16, 17, 13 and 19 show another embodiment of my invention for constraining the rolling oscillations and dampening the vertical oscillations. In this embodiment a torque rod 52 is connected between two rotary frictional engaging devices 50 and 5I mounted on each side of the truck.. The two rotary frictional engaging devices 50 and 6| are similar in construction, and the device 5I is shown in an enlarged view in Figures 17, 18 and 19. Positioned under one of the inside coil springs, is a base plate 53 upon which is fulcrumed a pressure plate 64 by means of a fulcrum pin 55 which fits in spaced selective openings as shown best in Figure 17. The pressure plate 54 is provided with a transverse in1- tegral portion 55 upon which the lower end of the coil spring rests. The inner free end of the pressure plate 64 islntegrally provided with an upper arcuate drum support 56. Upon the inner end ot the base plate 63 there is provided an in-' tegral upright support which has an arcuate upper surface. The combination of the upper drum support 66 and the lower upright support 51 provides a circular drum which receives split frlctional wear-members 89 and lll which embrace a rotary member 58. The pressure of the coil spring bearing down upon the transverse portion 58 on the pressure plate 64 causes the upper and the side frames.'

drum support 66 'to bear down upon the rotary member 68, very much in the same fashion as a brake drum or shoe engages a rotary wheel. As illustrated in Figure 17, the pressure oi' the drum support 66 upon the rotary member 68 may be varied by positioning the fulcrum pin 65 in the several selectable grooves. In this manner. the rotary frlctional engaging devices may be adjusted to accommodate rail vehicles of various sizes and load capacities. The rotary member 66 is arranged to be actuated in accordance with the relative movements between the bolster lil To this end, I provide a top spring plate 16 which fits between the upper end of the coil spring and the underneath side oi' the bolster.

One corner of the top plate 16 extends outwardly and is then arranged to extend downwardly to form an arm 11. The lower end of the arm 11 is bifurcated at 19 and 80 and is arranged to be pivotally connected by means of a pivot pin 18 to an actuating arm 14 fastened to the rotary member 68 by means of stud bolts 15. In order to relieve the strain upon the stud bolts 15. the actuating arm 14 may be mounted in alongitudinal recess provided in the face of the rotary member 68. When the bolster ld moves up and down relative to the side frames, the rotary member 68 is rotated within the frictional wear members 69 and 10. The resistance which the rotary members 68 offers to rotation varies substantially with the pressure of the load upon the coil spring. The entire arrangement shown in Figures 16, 17, 18 and 19 may be mounted in existing car trucks without changing the car design in any particular. It is only necessary-in mounting my device to jack up the ends of the bolster and insert the assembly as shown in Figures 16 to 19 thereunder.

" the top plate 81 may be brought out as illustrated and then extend downwardly and form an arm as indicated by the reference character 88 to actuat the rotary member 68.

In Figure 22 another arrangement is shown to actuate the rotary member 68 in accordance with the vertical movement of the bolster. In this latter arrangement a member 88 is connected or suitably welded to one edge oi the bolster i8. In the arrangement shown in Figures 20, 21 and 22, the actuating arm vSi may be considerably longer than the actuating arm 14 shown in Figure 19.

The rotary members of the two frictional enn d gaging devices 60 and 6I are arranged to be connected together by means of torque rod 62. The torque rod is provided at its ends with a. ange 6l which may be secured by stud bolts 62 to the inside surface of the rotary members. In order to relieve the strain upon the stud bolts 82, the flanges 6I may be arranged to flt within a transverse recess 83 provided in the face of the rotary members 68. Through the torque rod 62, the two rotary members 68 of the devices 60 and 6 I are constrained to move together. In the embodiment of my invention, the torque rod 62 may be of any suitable size and strength to resist the rolling oscillations of the sprung mass relative to the unsprung mass. Upon pure vertical movements oi! the bolster with respect to the side frames. there ls no twisting action produced in the torque rod 62. But when one of the ends of the bolster is depressed and the other end is elevated, a twisting action is set up in the torque rod 62 which opposes or restrains the sprung mass` of the vehicle against sidesway with respect to the unsprung mass. The central portion of the torque rod 62 may be otlset as illustrated in Figure 16. I'hls gives greater angular flexibility than that alforded by a straight torque rod. Also, the offset central portion of the torque rod 82 aids to clear the central lower portion of the bolster.

Inl Figures 1'1 and 19, the top spring plate 18 is arranged to ilt under a single coil spring because this keeps the assembly as a unit for each coil spring. In Figures 20 and 21, I have illustrated a top spring plate 81 which may be arranged to t under all of the four springs illustrated, or under any other number of springs which the car truck may have. One corner oi The length of the actuating arm 9| for actuating the rotary member 68 may extend for substantially the -full width of the bolster. 'I'he arm 9i is arranged to be slidably connected to the rotary member 68 by tting in a transverse recess. Stud bolts 93 which extend through elongated slots 82 may be employed to secure the arm 9| in the recess. The reason that the arm 9i is connected slidably to the rotary member 68. is that the pivot pin 18 is fixed in Figures 20, 21 and 22, whereas in Figures 17, 18 and 19, the pivot pin 18 may move since the top spring plate 16 may rock on top of the coil spring underneath the bunter.

For dampening pure vertical oscillations only the arrangement may omit the torque rod 62. The rotary frictional engaging devices may be held in position by means of the torque rod 62 or when no torque rod is employed the rotary assembly may be held in position by any suitable means such, for example, as by a projection on the underneath side of the bolster extending in the opening in the top spring plate 16 or by a projection in the spring plank 20 extending upwardly within the opening in the base plate 63. In removing the torque rod 62, it is only necessary to unscrew the stud bolts 82 and slide the ilanges 8| on the end of the torque rod out of the lateral -recesses 83. The arrangement as shown in Flgures 16, 17, 18, 19, 20 and 21 may be mounted upon existing car trucks without disassembling the car trucks or changing their designs. v As the wear members G9 and 10 and the rotary member 68 wear away, the slack is automatically taken up within limits because the pressure plate 64 is permitted to fulcrum downwardly about the fulcrum pin 66. When the wear members 69 and 10 are worn thin and the rotary member 68 is worn correspondingly, they may be easily replaced by new parts.

Although I have described my invention with a certain degree of particularity, it is understood that the present disclosure has been made only by way of example and that numerous changes in the details of construction and the combination and arrangement of parts may be resorted to without departing from the spirit and the scope of the invention as hereinafter claimed.

I claim as my invention:

1. In a car truck construction, including inV spring between said two spaced points being i'ree of external restraint and aiapted to ilexup-.anddown and set up opposing forces therein to dampen oscillations, and two engaging means carried by the side frames for engaging the ends oi the stabilizing fiat spring and connecting same to the side frames, said stabilizing nat spring in combination .with said spaced mounting means and said engaging means constraining the bolster against rollirng oscillations relative to the side trames. i

2. ln a, car truck construction, including in combination, side frames, a car truck bolster mountedtransversely of tbe car truck, supporting springs carried by the side frames and resiliently supporting the ends of the bolster, a stabillsing flat spring positioned under the bolster to dampen oscillations, two spaced mounting means for securing two spaced portions of the f stabilizing fiat spring to the bolster, and two engaging means carried by the side frames for slidably and frictionally engaging the ends of the stabilizing ilat spring, and means responsive to tbe load on the supportirm springs to establish pressure between the engaging means and the ends oi" the stabilizing fiat spring to vary the frictional resistance therebetween.

it. lin a car truck construction, including in combination, side frames, a car truck bolster mounted transversely of the car truck, supporting springs carried by the side frames and resiliently supporting the ends of the bolster, a stabilizing iiat spring positioned under the bolster to dampen oscillations, two spaced mounting means ior securing two spaced portions of the stabiliz ing ilat spring to the bolster, said stabilizing fiat spring between said mounting means being free to iles: and set up opposing forces therein to dampen oscillations, each end of the stabilizing dat spring positioned between the lower end oi a supporting spring and the side 'frame on each side oi tbe cartruclr and subjected to the load oi tbe supporting springs.

di. in a car truck construction, including in combination, side frames, a car truck bolster mounted transversely of the car truck, supporting springs carried by the side irames and resiliently supporting the ends of the bolster, a stabilizing ilat spring positioned under the bolster to dampen oscillations, two spaced mounting means tor securing two spaced portions of the stabilizing ilat spring to the bolster, and an engaging means carried by each of the side trames ior slidably and irictionally engaging respectively eacli end oi' the stabilizing fiat spring, each said engaging means comprising two parts engaging opposite sides of the respective end of the stabiliding nat spring mounted between 'the lower end of a supporting spring and tl'ie side trarne on eacb. side oi the car truck.

ti. lin a. car truclr construction, including in i combination, side trames, a car truclr.` bolster' mounted transversely oi' the car truck, supporting springs carried by the side frames and resiliently supporting tbe lends oi" the bolster, a stabilizing member mounted transversely oi the car truclr,

`rotary engaging means mounted on eacb side each said rotary engaging means having relatively movable opposed' parts, a rotary member trietionally engaged by the opposed parts oi eacii'oi tbe rotary engaging means, means for subjecting the load oi the bolster to the opposed parts oi" the engaging means to vary the fricend portions of the stabilizing member for imspring and the side frame `on each side of the car truck, rotary engaging means carried by the base member and the pressure member, a rotary member frictionally engaged by each of the rotary engaging meana'means for subjecting the load of the bolster to the opposed parts oi the engaging means to vary the frictional engagement between the rotary member and the rotary engaging means, means for connecting the ends of the stabilizing member to the two rotary members, and two spaced means actuated by the bolster and engaging two spaced end portions oi the stabilizing member for imparting a rotary movement to tbe ends of tbe stabilizing member.

7. In a car truclr construction, including in combination, side frames, a car truck bolster 'mounted transversely oi the car truck, supporting springs carried by tbe side trame-s and resiliently supporting the ends oi the bolster, a stabilizing member mounted transversely oi tlie car trucs, a base member, a pressure plate member mounted on tbe base member, tbe combination of tbe base member and the pressure meinber mounted between tbe lower end oi a sup porting spring and tbe side iframe on each. side of the car truck, rotary engaging means carried a rotary member irictlonally engaged by each titi tional engagement between the rotary member two rotary members, and two spaced means ac-A tuated by the bolster and engaging two spaced oi 'the rotary engaging means, means for subjecting the load oi tbe bolster to the opposed parts oi the engaging means to vary the tric--v tional engagement between tbe rotary member and the rotary engaging means, means for connecting tbe ends oi tbe stabilising member to the two rotary members, mounting members positioned between tbe top of a supporting spring and the bolster ou eacb side oi tbe car truck, two actuating spaced means engaging two spaced end portions of tbe stabilizing members, and means for connecting the actuating spaced means to the mounting members to impart a gaging means to vary tbe irlctional engagement 9. lin a ,carv truclr construction, including in` combination, side trames, a car trudlr bolster mounted transversely or tbe car truck, supporting springs carried by the side frames and resiliently supporting the ends oi' the bolster, rotary engaging means mounted on each side frame, each said rotary engaging means having relatively movable opposed parts, a rotary member frictionally engaged by each of the rotary engaging means, means for subjectingthe' load l rotary engaging means having relatively movable opposed parts, a rotary member frictionally engaged by each of the rotary engaging means, means for subjecting the load of the sprung mass to the opposed parts of the engaging means to vary the frictional engagement between the rotary member and the rotary engaging means, and means forl rotating the rotary members in accordance with the relative movement between the sprung and unsprung masses.

11. In a vehicle having a sprung mass supported upon. an unsprung mass by resiliently supporting means, rotary engaging means mounted on each side of the vehicle, a rotary member frictionally engaged by each of the rotary engaging means, means for subjecting the load of the sprung mass to the opposed parts of the engaging means to vary the frictional ensagement between the rotary member and the rotary engaging means, means for rotating the rotary members in accordance with the relative movement between the sprung and unsprung masses, and stabilizing means positioned transversely of the vehicle and connecting the two rotary members together.

12. In a ear truck construction, including in combination, side frames, a car truck bolster mounted transversely of the car truck, supporting springs carried by the side frames and resiliently supporting the ends of the bolster, stabilizing means mounted transversely of the car truck-engaging means carried by each of said side frames for frictionally engaging the ends 'of the supporting means, means externally of the supporting means responsive to the relative movements of the sprung and unsprung masses for imparting relative movement between the intermediate portion and each ofthe two engaging portions of the frictionally engaging parts of the engaging ineens, and means for subjecting the load of the sprung mass to the frictionally engaging parts to vary the y:frictional engagement therebetween, said one of the two engaging portions being stationary, and said other of the two engaging portions being movable, with reference to one of the masses of the vehicle.

14. In a vehicle having a sprung' mass supported upon an unsprung mass by resilient supporting means, engaging means having frictionally engaging rotary parts, said engaging means being located externally of the supporting means, means externally of the fsupporting means responsive to the relative movements of the sprung and unsprung masses for imparting relative rotary movement to the frictionally engaging parts of the engaging means, and means for subjecting the load of the sprung mass to the frictionally engaging rotary parts to vary the frictional engagement therebetween ,15. In a vehicle having a sprimg mass supported upon an unsprung mass by resilient supporting means, engaging means having frictionally engaging parts mounted on each side of the vehicle, means responsive to the relative movements of the sprung and unsprung masses for imparting relative movement to the friction- -ally engaging parts of the engaging means,

means for subjecting the load .of the sprung mass to the frictionally engaging parts to vary the frictional engagement therebetween, and; stabilizing means positioned transversely of the vehicle and connecting the engaging means on each side of the vehicle together.

16. In a vehicle havinga sprung mass supported upon an unsprung mass by resilient supof the stabilizing means, each said engaging means comprising two parts bearing upon opposed portions oi' the ends of the stabilizing means,'said parts being movable relative to each other to compensate for wear, transmitting means for tr of the bolster and the side frames to the stabilizing means, said transmitting means comprising two spaced means actuated by the cbolster and engaging two spaced portions of the stabilizing means to impart movement to the ends of the stabilizing means between thetwo parts of the engaging means, and means for subjecting the load of the sprung mass to the frictionally engaging parts to vary the frictional engagement therebetween.

13. In a vehicle having a sprung mass supported upon an unsprung mass by resilient supporting means, engaging means having frictionally engaging parts, said frictionally engaging parts comprising two engaging portions and an intermediate portion positioned therebetween, said engaging means being located externally tting the relative movements porting means, engaging means having frictionally engaging parts, means responsive to the relative movements of the sprung and unsprung masses for imparting relative movement to the frictionally engaging parts of the engaging means, means including fulcrum. means for subjecting the load of the sprung mass to the fric- .tionally engaging parts to vary the frictional engagement therebetween, said fulcrum means being adjustable for varying the inuence of the load of the sprung mass on the frictionally eneasing parts.. 4

17. In a vehicle having; a sprung mass supported upon an unsprung mass by resilient supporting means, engaging means having frictionally engaging parts positioned between one end of the resilient supporting means and one of said masses, mounting means positioned be4 tween the other end of the resilient supporting means and the other said mass, and means external of the supporting means for connecting the engaging means and the mounting means to impart relative movement to the frictionally engaging parts.

18. In a vehicle having a, sprung mass supported upon an unsprung mass by resilient supporting means, f engaging means mounted on each sideA of the vehicle having frictionallyl engaging parts positioned between one end of the resiliently fsupporting means and one of said masses, mounting means positioned between the other end of .the 'resinently supporting means 

